Protected switch operating system



Jan. 5, 1937. H. E. B AsHAREs 5 PROTECTED SWITCH OPERATING SYSTEM FiledMarch 3, 1924 1191/67] for fiarrglifimfibares Patented Jan. 5, 1937UNITED STATES PATENT OFFICE Harry E. Brashares, St. Paul, Minn.,

to Union Switch & Signal Swissvale, Pa

mesne assignments, Company, Pennsylvania assignor, by

a corporation of Application March 3, 1924, Serial No. 696,436

17 Claims.

The present invention relates to train control, and more particularly toan improved means for actuating a track switch from a moving train.

An enormous amount of energy is required to stop and start a train, and,where long freight trains are pulled by powerful locomotives such asthose of the Mallet type, damage to drawbars and other car paraphernaliacaused by the strains of starting and stopping is of common occurrence.It is desirable, therefore, to cut down the number of startings andstoppings required to a minimum, while maintaining a positive safetyfactor in the manipulation of trains.

To this end the present invention is designed. An object of the presentinvention is to improve and simplify a protected switch mechanismoperable from a moving train.

Another object is to operate a switch from a moving train and after suchoperation to stop the train if it is not safe for the train to enter theswitch.

A further object is to operate a switch from a moving train and toindicate to the attendants thereof the condition of trafiic on tracksassociated with the switch.

In order to attain these objects I employ, in

accordance with one form of my invention, an electro-magnet of awell-known type adjacent the path of an oncoming train, as, forinstance, in a box imbedded between the rails. This electro-magnet maybe intercepted by an electromagnetic field generated by some meanscarried by the oncoming train, as, for instance, by a permanent magnet,to induce a current into the coils of the electro-magnet, to actuateswitch operating, signaling, and protective devices to be more fullydescribed hereinafter.

The accompanying drawing shows the apparatus and method of operation ofone embodi. ment of my invention.

Referring to the drawing in detail:

A, B, C, and D represent track circuits on a main line track, while Eand F represent track circuits on a side track. The ends of adjacenttrack circuits being separated indicate insulated joints at thesepoints. Batteries I, 2, and 3 are connected across the rails of tracksections B, C, and D, respectively, of main line track, to establish apermanent difference of potential between the rails of each of thesetrack circuits.

The apparatus as here illustrated is arranged to permit a train, comingfrom the right over main line track A, B, C to enter the switch 4 andthence the side track E, F without stopping.

An electro-magnet 5 is here shown POSitioned intermediate the rails oftrack section A, and the terminals of the winding of this electroemagnetare connected to thefield of a relay 5. A magnetic-field generatingdevice I is carried by the oncoming train, and may be a permanent magnetcontrollable with respect to electro-magnet 5 so as to induce a currenttherein in passing, or not, as desired.

A relay 8 is connected across track circuit B and is held closed bytrack battery I except when a train is passing over B track. Such apassage short-circuits battery I and permits relay 8 to open. Relays 9and H] are similarly connected across track circuits C and D.

Track circuit A may be considered as about half a mile in length, andtrack circuit 13 as about three thousand feet, or, in other wor ;is,sufiiciently long toallow for efiective braking, if necessary.

Signals are indicated by the conventions ll, l2, l3, and I4, and areelectrically connected to the system as shown for a purpose to be fullyexplained hereinafter. The signals are here shown as of the semaphoretype, but it is to be understood that any form of signal may beemployed. Contacts l5, l6, I1, and I8 are positioned ,adjacent semaphorearms ll, l2, L3, and I4, respectively, and are operated by a movement ofsaid arms in a manner to close an electrical con.- nection across any ofthese contacts when the associated semaphore arm thereof is in a stopposition.

A brake actuating mechanism I9 is provided to cause the brakes to beapplied to an oncoming train, should any of the apparatus herein ole.-scribed, register conditions which would make it unsafe for the train toproceed. This brake actuating mechanism is actuated by the opening of arelay 31 connected as illustrated.

A switch operating motor ,2l' moves the switch 4 to side track position.on being rotated in one direction, and to main line position when Io.-tated in the other direction. Four pairs .of con.- tacts 22 areillustrated, and a pair of movable cross connections therefor areoperated by the switch operating motor 2| and its associated mechanism,to close the upper and third pairs of contacts 22 when the track switch4 is in side track position, and to close the second and the lower pairsof contacts 22 when the track switch 4 is in main line position. Thesepairs of .cone tacts 2,2, as well as all relay contacts in thisspecification, will be designated by numbers e d g om the t p wn. t u eo "makfi tact of the re a s being d s gn ted om make and break type,respectively;

The two leads at the left of. the drawing marked X-and the lead from theupper front contact of relay 8, also designated by X, all lead to otherautomatic control circuits, but for the purpose of this specificationmay be considered as having a positive potential. v r

Circuits The circuits involved in the present system are traced indetail in the following paragraphs. The circuit for relay 6 is from theinductively energized member 5,through conductor I40, the

coil of relay 6, and conductor I4I back to member 5;

Closure of relay 6 completes a circuit fromthe positive terminalofbattery 28, through conductor 39, the front contact of relay 6,conductor M, the second'front contact of normally closed relay 6,conductor 42, the coil of relay 3|, conductor 43, normally closed key30, conductor I42, and conductor 44 to common negative 48. a

The closure of relay 3I closes a locking circuit for relay 3I throughthe coil of relay 3 I, conductor 43, key 30, and conductor 44 tonegative side of battery 26, and from the coil of relay 3|, throughconductor 45, the upper front contact of relay 3 I, conductor 46,the'upper front contact of relay 9a, which is operated in conjunctionwith relay 9 (as will be brought'out later in the specification),conductor 41, battery 26, and conductor 48 to common negative 40.

This locking circuit is broken only by the opening of relay 9a in amanner which will be apparent after a study of the specification, or byopening key 39 which may be placed at anypoint along the right of way asdesired.

The circuit for the brake actuating mechanism I9 is from mechanism I9,through conductor 49, front contact of relay 31, conductor 50, battery21, and conductor 5I, back to mechanismul9. The normal condition of thebrake operating mechanism is with the circuit closed, a release of thecircuit through the opening of relay 31 moving the mechanism to anoperative condition to set the brakes on a train passing over saidmechanism. The relay 31 is designed to be held closed when either relay34 or relay 36, or both,'are operated, the alternate circuits of relay31 being as follows: First,-With relay 36 closed. and relay 34 open:from common negative 40, through conductor 52, coil of relay 31,conductor 53, lower front contact of relay 36, conductors 54, 55, 56,41, battery 26, and conductor 48 to common negative 40; Second,-'-Withrelay 36 openand relay 34 closed: from common negative 40, throughconductor 52, coil of relay 31,"conductors 53, 51, lower front contactof relay 34, conductors 55, 56, 41, battery'26, and conductor 48 tocommon negative 40. With both relays 34 and 36 closed both the abovecircuits would act to hold relay 31 operated.

As the train enters track section B it shortcircuits the circuit ofrelay 8 by the wheels and axles of the cars. The circuit of relay 8 isfrom track battery I, through rail 59, conductor 60,

the coil of relay 8, conductor 6|, and rail 62 back to battery I.

The circuit for relay 36 is from common nega-- tive 40, throughconductors 44, 63, 64, the coil of relay 36, conductor 65, across thefirst pair of contacts of switch 22 when the track switch 4 is insidetrack position, conductor 66 across the sec-' and front contact ofrelay 33, conductor 61, the third front contact of relay 9, and throughconductor 68 to positive battery at X. The circuit for relay 34 is fromcommon negative 48, through conductors 44, 63, 69, 10, the coil of relay34, conductor II, the second pair of contacts on switch 22, when thetrack switch 4 is in mainline position, conductor 12, the second frontcontact of relay 32, conductor 13, the second front contact of relay 9,conductor 14, the front contact of relay I0, and conductor to positivebattery X.

The circuit for signal II is through relay 36, and for signal I2 throughrelay 34, the circuits for said signals being as follows: Signal .2 fromcommon negative 40, through conductors 44, 63, 69, 16, 11, signal I I,conductor 18, first front contact of relay 36, conductors 19, 54, 55,56,and 41 to the positive pole of battery 26. Signal I2: from, commonnegative 40through conductors 44, 63, 69, 16, 89, signal I2, conductor8|, the first front contact of relay 34, conductors 82, 55, 56, and 41to the positive terminal ofbattery 26.

It will be noted that the circuit for relay 34 as previously describedwhich relay controls signal I2, passes through switch 22 when saidswitch is in mainline position, the second front contact of relay 32,the second front contact of relay 9, and the front contact of relay I 8.Relay I0 is the track relay 3 being from track battery 3, through rail86,'conductor 84, the coil of relay I8, conductor 85,'and rail 83, backto battery 3. Relay I8is closed except when a train occupies tracksection D, which shorts out relay I0 and opens the circuit for signalI2, moving it to a biased or stop position. Relay 9 is the and thecircuit therefor is through rail 90, conductor 86, the coil of relay 9,conductor 89, and rail 81, back to battery 2. This relay is alsonormally closed and is opened by the presence of a train on tracksection C in the same manner as relay Ill. The relay 9a is controlled bya front contact of relay 9, the circuit for relay 9a passing frombattery 24, through conductors III], I99 and I08, first front contact ofrelay 9, winding of relay 9a, and conductors 48 and 49 back to battery24. The switch 4 is actuated by motor 2I, which motor is controlled bythe following circuits, which circuits may be termed norrnal andreverse, respectively. The normal'circuit, which, when completed, movestrack switch 4 and. switch 22 to mainline position is from commonnegative 40 through conductor 9|, the field 92 of the motor, conductor93, the fourth front contact of relay 32, conductor 94,'the commutator96 of the motor, conductor 96, the fourth back contact of relay 33,conductors 91, 98, the front contact. of relay 23, and. conductor 99, tothe positive terminal of battery 25. This normal circuit, it will benoted, requires that relays 23 and 32 be closed and relay 33;open. Thereverse circuit is as follows-from common negative 40 through conductor9|, the field 92, conductor I08, the fourth front contact of relay 33,conductor 96, armature 95, conductor 94, the fourthback contact of relay32, conductor IllI, conductor 98, the front contact of relay 23, andconductor 99 to the positive terminal of battery 25. The complefor tracksection "D, the circuit therefor tion of the reverse circuit moves trackswitch 4 and switch 22 to sidetrack position. Relay 23 must be closedbefore either the normal or reverse circuits can be closed. Relay 23 isof the delayed closing type, wherein there is a time interval betweenthe energizing of the relay and the actual actuation thereof. Thecircuit forrelay 23 is from common negative 40, through conductor I02,the coil of relay 23, conductor I03, the switch I5, which operates inconjunction with signal II, conductor I64, switch I6, which operates inconjunction with signal I2, conductor I05, switch I8, which operates inconjunction with signal I4, conductor I06,'switch I1 which operates inconjunction with signal I3, conductors, I01, I08, I09, and I I0 to thepositive terminal of battery 24.

The circuit for relay 32 is, from common negative 40, through conductorIII, the second back contact of relay 3|, conductor II 2, the coil ofrelay 32, conductor II3, the first back contact of relay 33, conductorsH4, H5, the second front contact of relay 9a, conductors H6, 56, and 41to the positive terminal of battery 26. The circuit for relay 33 is fromcommon negative 40, through conductor III, second front contact of relay3|, conductor 1, coil of relay 33, conductor IIB, first back contact ofrelay 32, conductors 9, I I5, the second front contact of relay 3a,conductors H6, 56, and 41 to the positive terminal of battery 26.

The circuit for signal I4 is from common negative 40, through conductorsI20, I2I, I22, signal I4, conductor I23, the front contact of relay 35,conductor I24, and conductor I I0, to the positive terminal of battery24. The circuit for signal I3 is from common negative 40, throughconductors I20, I2I, I25, signal I3, conductor I26, the front contact ofrelay 38, conductors I21, I09, and M0 to the positive terminal ofbattery 24.

The circuit for relay 35, which controls the operation of signal I4, isfrom positive terminal X, through conductor I28, the first front contactof relay 8, conductor I29, the third front contact of relay 9a,conductor I30, the fourth pair of contacts of switch 22 when the switchis in the main line position, conductor I3I, the third front .contact ofrelay 32, conductor I32, the coil of relay 35, conductor I33, the fourthfront contact of relay 9, conductor I34, and I20 to common negative 40.

The circuit for relay 36, which controls the..operation of signal I3, isfrom the positive terminal X, through conductor I28, the first frontcontact of relay 8, conductor |29,'the third front contact of relay 9a,conductor I30, conductor I36, across the third pair of contacts ofswitch 22 when the switch is in a sidetrack position, conductor I31, thethird front contact of relay 33, conductor I38, the coil of relay 38,conductor I39, the fourth front contact of relay 9, conductor I34, andconductor I20 to common negative 40.

Operation Consider that a train is approaching from the right over mainline track A, B, C and that the engineman desires to enter the sidetrack E, 'F by means of switch 4. The device I carried by the locomotiveis positioned so that a magnetic field generated thereby shall pass inproximity to the electro-magnet 5. As this field passes theelectro-magnet 5, the lines of force of the magnetic field induce acurrent into the coils of electro-magnet 5 to operate the relay 6.Closure of the contact of relay 6 completes the pick-up circuitpreviously traced for relay 3|. The closure of relay 3| then completesthe locking or stick circuit previously traced for this relay.

This locking circuit is broken only by the opening of relay 3a, ormanually by means of key 30 placed along the right of way as desired.

Should a relay 34 governing the movement of signal I2 and a relay 36governing the movement of signal II, both be tie-energized when theoncoming train is still on track A, thus moving signals II and I2 bothto the stop position, arelay 31, normally energized, would be opened andcause the brakes to be applied and the train to be stopped bycooperation with associated ap,- paratus carried by the train. Therelays 34 and 35 would both be open under either of two conditions:first with the track switch 4 in side track position, thereby openingthe circuit of relay 34 through'the second pair of contacts 22, and atthe same time with relay 8 open thereby opening the circuit of relay 36through its third front contact; and second the switch 4 being in mainline position thus opening the circuit of relay 36 through the firstpair of contacts 22 and at the same time either relay 9 or relay I 0open thereby opening the circuit of relay 34.

A relay 32, which may be termed the normal relay, was held energizedthrough the lower back contact of relay 3| before relay 3| wasenergized, and through the upper back contact of a relay 33, which maybe termed the reverse relay. When relay 3| wasenergized as previouslyexplained, normal relay 32 was released, opening its front contacts andclosing its back contacts. This opened the circuit controlling theforward movement of switch operating motor 2|, at the same time, thereverse motor control circuit, through relay 33, was placed in conditionto be closed through the upper back contact of relay 32 and lower frontcontact of relay 3|, as soon as time relay 23 is energized in a mannerto be described in the following paragraph. When time relay 23 isenergized, it completes the circuit through the motor 2| in'a manner toreverse it, thereby causing switch 4 to be moved to the side trackposition and, upon the completion of the switch throwing operation, theclosure of the upper and the third pairs-of motor operated contacts 22.

Opening of the second and third front contacts of normal relay 32 causesthe release of relays 34 and 35, respectively. The opening of relay 34causes signal I2 to move to the stop position, and the opening of relay35 causes signal I4 to move to the stop position. The moving of thesesignals to the stop position closes the contacts I6 and I8,respectively. Signal 1 I is held in stop position when motor contacts 22are in main line position, the upper pair of contacts 22 being open,since this opens the circuit for relay 35. Signal I3 is also held instop position when track switch 4 is in main line position, since thethird pair of contacts 22 are then open, thus opening the circuitthrough relay 38 governing signal I3.

The opening of relay 32, therefore, brings all the signals, II, I2, I3,and I4, to the stop position, closing their associated contacts I5, |6,I1, and I 8 and energizing relay 23 which, after a predetermined timeinterval, closes and completes the reverse circuit through motor 2| tothrow switch 4 to side track position. If the switch throwing operationis completed and the upper and the third pairs of contacts 22 arethereby closed, the circuit for relay 36 which controls signal I3 iscompleted through the third front contact of relay Y33 and the thirdpair of contacts 22, moving signal I3 to the proceed" position. At

the same time, the circuit for relay 36 which controls signal H iscompletedthrough the upper pair of contacts 22, the second from contactof relay 33, and the thirdfront contact of relayy9. The moving of signalH to 'proceed position opens contact l5 and returns time relay 23 tonormal.

When the train passes signal I 'onto track circuit C, track relay 9opens, which, opens the circuit of relay 9a also. This opens relay 36returning signal H to stop position, and also opens the locking circuitfor relay 3|, by opening the upper front contact of relay 9a, therebyopening the reverse relay 33.

The opening of the lower front contact of relay 3| also opens thecircuit of reverse relay 33 at another point, and the closing of thelower back contact of relay 3| places normal relay 32 in condition to beenergized as soon as the train passes track circuit C to cause relays '9and 9a to close again.

The opening of relay 33' opened the circuit of relay 36 at anotherpoint. Signal |3 was moved to the stop position upon the opening ofrelay 8 when the train entered B track circuit, and is held openthrough'relay9a when the train enters C track circuit; All of signals |2, |3,|4, are in the stop position at this time and the=circuit of relay 23 iscomplete through contacts l5, l6, l1, and I8.

As soon as the train clears track circuit C relays 9 and 9a close,thereby completing the circuit of normal relay 32 tocause it to operate.The operation of relay 32 closes the normal motor circuit from positivebattery through the contact of time relay 23, the lower back contact ofreverse relay 33, the motor armature, lower front contact of relay 32,the motor field, and thenceto negative battery. This moves the trackswitch 4 to main line position, closing the circuit for relay 35 throughthe lower pair of contacts 22, which moves signal M to proceed positionand also closes the second pair of contacts 22 in the circuit for relay34, permitting this relay to become energized when the front contact ofrelay ID has been closed and when other traffic conditions by whichrelay 34 is controlled are suitable.

To move out of the'side track an electro-magnet similar to 5 energizedby an induced'current may be used to re-operate the system, or amanually operated key 29may be placed adjacent the right of way asdesired and closedtooperate the system. The pick-up circuit for relay 3|controlled by key 29 passes from battery 26, through wire 4T,'upperfront contact of relay 9a, wire, 46, key 29, winding of relay 3|, wire43, key 30, and wires M2, 40 and 48 back to battery 26.

If, after energizing relay 6 and starting the syst'ern to operate, itshould be desired to proceed on the main line, opening of key 3|] willreturn the system to normal, bringing track switch 4'back to main lineposition.

It will be seen, from the preceding, that the system covered by theinvention provides a safe and positive means for operating a switch froma moving train, and one which may be used in cooperation with existingapparatus used in manipulating trains. An important feature lies in thefact that the system may be installed without the necessity of providingcumbersome, extraneous apparatus carried by the locomotive or train.

What I claim is: 1. A railroad switch'operating system comprising aswitch, a signal governing train'c over the same, means on the trainco-operating inductively with means on the roadside to'oprate saidswitch and effective only when said signal indicates stop.

2. A railroad switch operating'system, comprising a signal governingtraffic over the switch, mechanism for opening the switch operative onlywhensaid signal indicates stop, a device controlling the operation ofthe mechanism, and

train carried means controlling the operation of said device. V

3. A railroad switch operating system comprising a signal governingtrafllc over the switch, mechanism for opening the switch operative onlywhen said signal indicates stop, a relay controlling the operation ofsaidmechanism, andinductive means controlling the operation of said hrelay.

4. A railroad switch operating system compris ing a signal governingtrafiic over the switch, mechanism for operating said switch, a devicecontrolling the operation of said mechanism, and

train operated inductive means controlling the operation of said device,said mechanism being operative to open said switch only when said signalis at stop and said device is energized.

5. In combination, a stretch of railway track, a traffic governingdevice associated with said stretch, a railway vehicle, a manuallycontrollable device carried on said vehicle, a stick relay, a pickupcircuit for said relay controlled by said manually controllable device,a stick circuit for said relay controlled by track circuit conditions insaid stretch, and means controlled by said relay for controlling saidtraffic governing device.

' 6. In combination, a stretch of railway track comprising a firstsection and a second section, a

track switch in said first section, a railway vehicle,

a manually controllable device carried on said vehicle, a stick relay, apick-up circuit for said relay controlled by said manually controllabledevice and by traffic conditions in said second'section, a stick circuitfor said relay controlled by trafiic conditions in said first section,and means controlled by switch. i

'7. In combination, a stretch of railway track comprising a firstsection and a' second sectio'n as said relay for controlling said wellas a third section, a track switch in said first section, a railwayvehicle, a manually controllable device carried on said vehicle,a'trackway device located in said third section and controlled bysaidmanually controllable device, astick relay, a pick-up circuit forsaid relay controlled by said trackway device and by track circuitconditions in said second section, a stick circuit for said relaycontrolled by track circuit conditions in said first section, and meanscontrolled by said relay for controlling said switch.

8. In combination, an electrical device, a stick relay, a manuallycontrollable device, a second manually controllable device, a pick-upcircuit for said relay controlled by said first manually controllabledevice, a stick circuit for said relay controlled by said secondmanually controllable device, means controlled by a front contact ofsaid relay for controlling said electrical device in a given manner, andmeans controlled by a back contact of'said relay for controlling saidelectrical device in a second given manner.

9. In combination, a stretch of railway track, a governing device forcontrollingtrafflc movements in said stretch, a railway vehicle, amanu-,

point along said stretch, means'controlledbv said (5 first manuallycontrollable device for operating said governing device in a givenmanner, and means controlled by said second manually controllable devicefor operating said governing device in a second manner.

10. In combination, a railway track switch, a signal for governingtraffic movements over said switch, a control circuit for said signal, alocking relay controlled by trafiic conditions and by said signalcontrol circuit, a second locking relay controlled by said first lockingrelay and by traflic conditions, and means controlled by said secondlocking relay for controlling said switch.

11. In combination, a stretch of railway track containing a switch, avehicle movable over said stretch, a trackway device located along saidstretch, a magnet carried on said vehicle and movable into a first or asecond position on said vehicle so as to be in inductive relation or outof inductive relation respectively to said trackway device when saidvehicle moves over said stretch, and means controlled by said trackwaydevice for operating said switch from a first to a second position ifand only if said magnet is in inductive relation to said trackway devicewhen said vehicle moves over said stretch.

12. In combination with a section of railway track including a trackrelay and provided with a trafiic governing device, governing meanscontrolled manually from a remote point, a stick relay having a pickupcircuit and a stick circuit one controlled by said governing means andthe other controlled by said track relay, and an operating circuit forsaid device distinct from said pickup and stick circuits and controlledby said stick relay.

13. In combination, a section of railway track provided with a trafiicgoverning device and with a track circuit including a track relay, amanually operable device, a second manually operable device, a stickrelay having a pickup circuit controlled by said first manually operabledevice but not by said track relay and having a stick circuit controlledby said second manually operable device and by said track relay, andmeans controlled by said stick relay for controlling said traflicgoverning device.

14. In combination, a section of railway track provided with a trafficgoverning device and provided with a track circuit including a trackrelay, a second section of track adjacent said first section providedwith a second track circuit including a second track relay, a manuallyoperable device, a stick relay, a pickup and a stick circuit for saidstick relay one of which is controlled by said manually operable deviceand by said second track relay and the other of which is controlled bysaid first track relay, and means controlled by said stick relay forcontrolling said trafic governing device.

15. In combination, a section of railway track provided with a traificgoverning device and provided with a track circuit including a trackrelay, a second section of track adjacent said first section providedwith a second track circuit including a second track relay, a manuallyoperable device, a stick relay, a pickup and a stick circuit for saidstick relay one of which is controlled by said manually operable deviceandby said first track relay and the other of which is controlled bysaid second track relay, and means controlled by said stick relay forcontrolling said traffic governing device.

16. In combination, a section of railway track provided with a trafficgoverning device andprovided with a track circuit including a trackrelay, a second section of track adjacent said first section providedwith a second track circuit including a second track relay, a manuallyoperable device, a second manually operable device, a control relay, afirst and a second circuit for energizing said control relay one ofwhich is controlled by said first track relay and by said first manuallycperable device and the other of which is controlled by said secondtrack relay and by said second manually operable device, and meanscontrolled by said control relay for operating said traific governingdevice.

17. In combination, a section of railway track provided with a railwaytrafiic governing device and with a track circuit including atrackrelay, a manually operable device, a second manually operabledevice, a stick relay having a pick-up and a stick circuit one of whichis controlled by said first manually operable device and by said trackrelay and the other of which is controlled by said second manuallyoperable device, and an operating circuit for said traflic' governingdevice distinct from said pick-up and stick circuits and controlled bysaid stick relay for controlling said traffic governing device.

' HARRY E. BRASHARES.

